Signal.



No. 882,554. PATENTED MARJ24, 1908. P. B. COREY.

SIGNAL.

APPLICATION FILED FEB.17,1906.

2 SHEETS-SHEET 1.

%-67 flgf/ are? No. 882,554. PATENTED MAR. 24, 1908.

F. B. COREY.

SIGNAL.

APPLIGATION FILED FEB.17.1906.

2 SHEETSSHBET 2.

l Vfzf/vesses; Wye/76w" Wa irw/ Fred 5. Corey SIGNAL.

Specification of Letters Patent.

Patented March 24, 1908.

Application filed February 17, 1906. Serial No. 301.584.

T 0 all whom it may concern:

Be it known that l, FRED B. COREY, a citizen of the United States, residing at Schenec tady. county of Schenectady, State of New York, have invented certain new and useful Improvements in Signals, of which the follow ing is a specification.

Hy invention relates to signals for electrically-operated roads, and its object is to provide a signal having certain advantages with respect to reliability and elliciency not heretofore obtained.

In electrically-operated roads in which it is desired that the rails should l'orm the block circuits for the signal system and also act as return conductors for the 1 ower-current it is the practice to employ for the signal cir cuits a kind of current ditl'erent from that of the power-circuit. For instance, il' directcurrent is employed for propelling the trains, alternating-current may be employed for the signal circuits, or it' alternating-current is employed for driving the trains, directcurrent or alternating-current of a diil'erent frequency may be employed for the signal circuits. It has further been the practice on electrically operated roads to employ pmver-current for operating the signals. This arrangement has certain disadvantages, since the power-current is at times liable to interruption. For instance, it a train is approaching a signal and the powcr-current is cut oil by a circ-uit-breaker opcning at the power-house, a signal operated entirely by power-current will go to danger and the motorman may conserpiently make an unnecessary. emergency application of the brakes. The signal circuit, on the other hand, is notv liable to occasional interruptions, so that the distulvant'age above meationctl could be obviated by employing the signal current l'or operating the signals. ()n the other hand, when direct-currcnt is employed for the pmvcr-circuit and alternatingcurrent for the signal circuits a diszulvanta e would arise in using the signal circuit lor operating the signals, since altcrnating-current/ magnets are not so ellicient as directcurreil magnets. l urtherlnorc, it would necessitatev transmitting a larger amount ol signal current and .would increase the liability to slmrt-circuits and interruption ol the. circuit carrying the signal current.

By my invention I avoid both of the above mentioned disadvantages by employing the power-current for shifting the signal mechanism and the signal current for locking the signal in position when shifted. By this arrangement I am enabled on roads operated by direct current to employ directcurrent magnets for shitting the. signal,

which is the part of the operation which requires much the greater part of the energy, while. by using the signal current for the locking magnet, the signal is prevented from going to danger whenever the powercirc-uit is interrupted. I I

My invention further comprises a novel feature in the construction of the lock magnet whereby its elliciency is greatly improved. ln an ordinary alternating-current magnet, since the llux is constantly reversing and no llux at all exists at the in stant of reversal, at this instant the magnet tends to release the signal.

ln Patent No. 799.816. issued to ll. E. \l'hite, September in, lll'tlfi. is described a l'orm of magnet in which the armature is not released upon a momentary reversal of the current through 'the energizing coil. The magnet described in that patent comprises two magnetic circuits. a movable armature adapted to be restrained when either magnetic circuit is energized, a coil connected to a source ol current and adapted to encrgizc one of said magnetic circuits, and means for energizing the second magnetic circuit upon the variation of current llow in the coil. I ma e use of the same principle described in that patent, but by modifying the construction I am enabled to obtain the two magnetic circuits in asingle core. I accomplish this result by placing a short-circuited conductor across a portion of the pole-l'acc ol' the magnetic core. The current in the energizing coil produces a current in the short -circuitcd conductor which modilies the phase of the [luv in the portion of the core which it surrounds. (onsequently, two

magnetic lluxes displaced in phase from each.

ollul are produced at the pole-lace of the core. and while one llux is at zero acertain amount ol' llux exists in the other portion of the core. With this construction the tendency of an alternating-current magnet to "to the vertical rod, A.

'{this core into position to Fig. 1.

ment of the signal mechanism so as to prevent violent shocks when the signal reaches quently, these two effects tend to balance each other when a single operating solenoid and air dash pot are employed. VYhen, however, two solenoids are employed with a three-position signal one to shift the signal from danger to caution, and the other from caution to clear-the curve oi resistance-of the dash-pot does not follow the curves of the j pulls of the two solenoids. Conseuently an uneven retarding effect is prouced. g I

By my invention I employ two separate dash-pots for such a signal connected to the cores of the respective operating magnets. With this arrangement each dash-pot may be designed to give a resistance proportional to the solenoid pull, and conse uently an even retarding efiect is obtained hroughout the range of movement of the signal.

My invention will best be understood by reference to the accompanying drawings, in which V Figure 1 shows an elevation of a signal mechanism arranged in accordance with my invention; Fig. 2 shows a diagram of the circuit connections; Fig. 3- shows an enlarged front elevation of the locking magnet; Fig. 4 is an explanatory diagram of the dashpot resistance; and Fig. 5 shows a cross-section of one dash-pot.

In Fig. 1, A represents, a vertically movable rod operatively connected at its upper end to the semaphore arm, which is not shown in this figure. The signal is arranged in the usual manner to go to danger by gravity. When the signal is at danger the rod A is in its lowest osition, as shown in Two magnets and C are provided for lifting the rod A .to move the signal to caution and to clear positions, respectively. The core of the magnet B is connected to a pivoted lever 71 which is connected in turn through a pin and slot connection to a sleeve a. loosely surrounding the vertical rod A and supporting this rod in the position shown by means of a collar a which is fast to. the rod and rests ontop of the sleeve 0.. The core of the magnet G pivoted lever c, which is directly connected is'energized it raises its core, thereby raising rod A by; means of the sleeve a'and collar 0,. This movement of rod A also raises lever c and the core of the solenoid C, so as to bring be attracted effect- The signal is thus ively'by the solenoid C.

When the brought to caution position.

moves into. the solenoid. Conse-.

is similarly connected to 'a' When'the solenoid B ssatse solenoid C is energized it raises its core still further, thereby raising rod A so as to shift the signal from cau ion This movement of rod A does not move the lever b or core'of solenoid B, since the rod A slides freely upward through the sleeve 0..

D and D are dash-pots which are connect.

ed through the levers b and c to the cores of solenoids B andC, respectively. The purpose of employing two dash-pots is shown by Fig. 4, which represents diagrammatically to clear position.

the retarding effect exerted by two separate dash-pots compared to the retarding efiect which would be exerted by a single dash-pot. In this figure the curve 1 represents approximately the resistance offered b an air dashpot to the movement of the piston in the range of its travel, the abscissas representing the distances moved and to this movement. It will be seen that the curve is similar to the curve of the pull exerted by a solenoid, so and solenoid are employed a very uniform retarding eflect is produced; If, however, two solenoids are employed to I nal, the pulls exerted on the si 'nal durlng the course of its movement will by thetwo. curves 2 and 3. It will be seen that a single dash-pot, having a retarding effect as shown by curve 1, uneven retardation of the signal. By employing two separate dash-pots,-each dashpot may be designed to approximate the characteristic of the solenoid, so that the exerted on the signal y the solenoids, and the retarding eflects of the dash-pots, so that an even retardation is obtained over the entire range ofmovement. The dash-pot D is constructed as shown in Fig. 5, so that al' though it moves during both movements of the signal, it does not begin to act as a dashpot until the second movement of the signal.

E represents the locking magnet which, when energized, attracts 'the armature e, which is arranged with a link connection so that when it is attracted it straightens-out the toggle-joint formed by the to press the latch 6 against rod A. This rod the ordinates representing the forces'opposed by the dash-pot I shift the sig would produce an that if a single 'dash-pot e represented links 6, so as is notched at two places which are brought when the signal is at caution and at clear position, respectively. Consequently, when the signal is at either of these positions and the magnet E, is energized the signal will be firmly locked in position. The latch e and .thenotches in the vertical rod A'are beveled so that whenever the magnet E is denergized the rod will push the Ltch out of the way and drop to danger position. The magnet E is designed for operation with alternating-current, an

opposite the latch e consequently is preferably provided with a 1 shown in Figs. 1 and 3, also laminated, as shown laminated core, 'as and its armature is 100 durves 2 and 3 may re resent both the pulls sea,

in Fig. 1. The core of magnet E carries on the face of the poles of the core short-circuited conductors e, each of which surrounds a portion of the pole-face, as shown in Fig. 3. These conductors produce a phase displacement between the fluxes in the two portions of the pole so that the magnet is never without flux. This constructionavoids all tendency to chatter or to release the signal, and consequently enables the lock-magnet to hold the rod in place with a smaller amount of current than would be required if the short-circuited conductors were not employed. The vertical rod A carries an arm F on which are mounted a number of electrical contacts which move over the stationary contacts f as the signal is shifted. By means of these stationary contacts the circuits of the lifting magnets and lock'magnets are controlled in the proper manner.

The construction of the signal having been explained, the operation will be readily understood by referring to Fig. 2. While my invention is not limited to any particular arrangement of circuit connections, I have shown a complete diagram of circuit connections in order that my invention may be more clearly understood. In Fig. 2 an electrically-operated road is shown in which both rails are sectioned to form the block signal track circuits. Three of the block circuits" are indicated by the reference letters R, R and R and the reference letters applied to the signal mechanism for each block are the same as those in Fig. 1, with the addition of exponents corresponding to the number of the block to which they relate. R represents the third rail or other supply-conductor which carries the power-current for propelling the vehicle. In the present case this current is assumed to be direct. L rcpresents line-wires carrying alternating-current for supplying the signal current to the track circuit. The track circuit formed of the rails R is supplied from the line-wires L throu h the; transformer T At the other end of the block the primary of a transformer t is connected across the rails, while a relay 1* is connected to the secondary of the .tra'nsformer. The relay 1" shown is of the two phase induction motor type, one phase bein supplied from the track transformer 25, an

the other directly from the line-wires L. The moving member is a short-circuited conductor carrying the necefisary contacts. In order that the rails may serve as a return conductor for the power-current, well as forming the track circuit for the block. signal system, the middle points of the transformer windings connected to adjacent ends of adj acent blocks are connected to each other. By means of this connection, as explained in Patent No. 645,907, Bedell, issued March 20, 1900, the two currents flow through the same conductors without interference with each other. A car or train is indicated in the block R and the signal S for that block is consequently shown at danger position, while the signals S and S are shown at caution and at clear positions, respectively. F or the sake of convenience in diagrammatic illustration the vertical operating rods for the signals are shown as moving downward to clear the signal, whereas in the actual construction shown in Fig. 1 the rod moves up ward to clear. This difference is of course immaterial.

The electric circuits and the operation of the systems are as follows: With a train in the block It, as shown the primary of transformer is short-circuited so that one phase of the relay r is deenergized, and consequently the relay contacts are opened. The circuits of operating ma nets B and C and of lock-magnet E are all open. When the train passes out of block R both phases of the relay 1" are again energized and the relay is moved so as to close the contacts which it controls. A branch circuit from the powercircuit is then closed from the third rail R through the contacts of the relay 1' through switch contacts F, an'd through the magnet B to the track rails. Magnet B is consequently energized by power-current and draws in its core, thereby shifting the signal to caution position. is reached, as shown at the signal S the circuit of operating magnet B is broken at the contacts F, so that the movement of the signal is stopped. At the same time the circuit from the lower line-wire L, through magnet E through switch contacts'l through the back contact of the three-position relay 0 which is controlled by the following signal S, through contacts of track relay 1' to the upper line-wire L. Lock-magnet is consequently energized to hold the signal in caution position. When the train leaves the block R the three-position relay 0 is energized by the movement of the track relay r to closed circuit position. Consequently it raises its-core, shifting its contacts. This movement of the contacts breaks the circuit of the locking magnet E and closes the circuit of the operating magnet C as follows: from the third rail it through contacts of the relay 1' through contacts F controlled by the signal, through contacts of relay 0 through the winding of magnet to the track rails. t lagnet C consequently draws in its core, shifting the signal from caution to clear position. When clear position is reached, as shown at the signal S, the circuit of the operating magnet (3 is broken at the contacts l 'controllcd by the signal, while the circuit of the lock-magnet E is closed through contacts I and front contact of the three-position relay 0 and contacts of track relay 1'. The signal is consequently locked of the locking magnet E is closed as follows: 7

When caution position powercurrent, and means operated by cur-' rent from the signal circuit at clear position and is held there until another train comes into the block.

It will be seen that the Work of shifting the signal is done by magnets operated from the ower-circuit. On a road operated by directcurrent these magnets may consequently be dirct-current solenoids of hi h efficiency. On the otherhand, since t e lock-magnets are supplied from the signal circuit an interruption of the power-circuit will not release the signals. Both relays are also actuated by the alternating-current so that disturbances in the power-circuit cannot affect a signal that has been properly cleared and-locked.

What I claim as new and desire to secure by Letters Patent of the United States, is, 1. In a signal I for electrically-operated roads employing separate circuits or the ower-current and signal-current, means for shifting the signal mechanism operated by for locking the signal when shiftedI 2. In a signal for electrically-o erated roads employing separate circuits or the owercurrent and signal-current, a magnet for shifting the signal mechanismsupplied with current from the power-circuit, and a magnet supplied with current from the s1 nal circuit for locking the signal when shifte 3. In a signal for electrically o erated roadsemploying separate circuits or the ower-current and s1 'al-cur'rent, a, magnet or shiftingthe signa mechanism connecte on a branch from the power circuit, and a magnet connected a branch from the signal circuit for locking shifted.

4. In a signal for electricallyoperated roads employing a direct-current power-circuit and an alternating-curre t circuit for supplying signal-current to tlie track cirby direct-current for cults, means energize shifting the si nal mechanism, energized by a ternating c'urrentfor locking the si nal when shifted.

5. n a signal for electrically-operated roads employing a direct-current power circuit and an alternating-current circuit for track circuits, a magnet for shiftin the signal mechanism connected in a ranch from the direct-current power-circuit, and a magnet connected in a branch from thealternatingcurrent supply-circuit for locking the sigma when shifted;

6. In an electrically-operated road having both rails sectioned to form blocks, an alternating-current circuit, transformers supplying current from said circuit to the rails of each block, transformers having their primaries connected to the rails of the several blocks, relays connected to the'secondaries of the last-mentioned transformers, electhe signal when and means of the transformers 7. In an electrically-operated road having both rails sectioned to form blocks, an alterhating-current circuit, transformers supplying current from said circuit to vthe rails of each block, transformers having their primaries connected to the rails of the several blocks, relays connected to the secondaries of the last-mentioned transformers, electrical connections between the middle points of the rail circuit windings of the transformers at the'adjacent ends of adjacent blocks to furnish a return circuit for the power-current, magnets connected in branches from the ower-circuit and controlled by the relays or the several blocks and adapted to shlft the si nals for said blocks and magnets connecte in branches from the alternating-current supply-circuit and also controlled by said relays, and locking means for the signals controlled by the alternating-current magnets.

8. In combination,.a magnet core, an energizing coil therefor supplied with alternating d current, a short-circuited conductor surrounding a portion of the face of a pole of said core, an unwound laminated armature of magnetic material movable in a direction substantially perpendicular to the face of said pole by magnetic attraction, and mechanism actuated by the movement of said armature. i v

9; In a signal, a magnet core, an energizing coil therefor supplied with alternatingcurrent, a short circuited conductor surrounding a portion of the. face of a pole of said core, an unwound laminated armature of magnetic material movable by magnetic attraction in a direction substantially perendicular to the face of said pole, and signal controlling means actuated by the movement of said armature.

10. In a si nal, operating means for shifting the signa and a magnet for locking the signal when shifted comprising a laminate l core, an energizing coil thereon supplied with alternating current, a short circuited con ductor surrounding a portion of the face of a ole of said core, and an armature adapted to e moved toward the face of said core by magnetic attraction.

'11. In a signal, a signal-arm movableto three ositions, two independent solenoids ifor shi ting said arm to caution and to clear respectively, and two dash-pots operatively connected to the respectiie cores of said 'gized, and two'desh-pots operatively con- 10 solenoids. e 1 nected to the respective cores of sald so en 12. In asign'al, a signaliarm movable to oids.

, three positions, two indeipendent solenoids, In witness whereof, Ihave hereunto set my connections between sai magnets and said hand this 16th day. of Febr'uary, 1906.

arm whereb said arm is 'shifted to'eaution FRED B. COREY. when one so enoid is energized and from cau- Witnesses:- l tion to clear Without moving the core of said BENJAMIN B." HULL solenoid when the second solenoid is ener- HELEN ORFoIiD. 

